Heat pump system for vehicle

ABSTRACT

A heat pump system for a vehicle is configured to heart or cool a battery module according to a mode of the vehicle by use of one chiller in which a coolant and a refrigerant exchange heat in an electric vehicle, facilitating simplification of a system, and heat of outside air, and waste heat of a motor, an electrical component, and a battery module are selectively used in a heating mode of the vehicle, enhancing heating efficiency.

CROSS-REFERENCE TO RELATED APPLICATION

The present application claims priority to Korean Patent Application No.10-2019-0047152 filed on Apr. 23, 2019, the entire contents of which isincorporated herein for all purposes by this reference.

BACKGROUND OF THE INVENTION Field of the Invention

The present invention relates to a heat pump system for a vehicle, andmore particularly, to a heat pump system for a vehicle which is used forheating or cooling a battery module by use of one chiller in which arefrigerant and a coolant exchange heat and enhancing heating efficiencyby use of waste heat of a motor, an electrical component, and thebattery module.

Description of Related Art

In general, an air conditioning system for a vehicle may include an airconditioning device configured for circulating a refrigerant to heat orcool an interior of the vehicle.

Such an air conditioning device which maintains a comfortable internalenvironment by keeping a temperature of the interior of the vehicle atan appropriate temperature regardless of a temperature change of theoutside is configured to heat or cool the interior of the vehicle byheat-exchange by an evaporator while the refrigerant discharged bydriving a compressor passes through a condenser, a receiver drier, anexpansion valve, and the evaporator, and circulates to the compressoragain.

That is, in the air conditioning device, high-temperature andhigh-pressure gaseous refrigerant compressed by the compressor iscondensed through the condenser and thereafter is evaporated in theevaporator through the receiver drier and the expansion valve to lower atemperature and humidity of the internal in a summer cooling mode.

Meanwhile, in recent years, as interest in energy efficiency andenvironmental pollution has been increasing, there has been a demand forthe development of environmentally friendly vehicles configured forsubstantially replacing internal combustion engine vehicles. Theenvironmentally friendly vehicles are usually fuel cell or electricvehicles driven by electricity or a hybrid vehicle driven by an engineand a battery.

Among the environmentally friendly vehicles, the electric vehicle or thehybrid vehicle does not use a separate heater, unlike an air conditionerof a general vehicle, and the air conditioner applied to theenvironmentally friendly vehicle is generally referred to as a heat pumpsystem.

On the other hand, in the case of the electric vehicle, chemicalreaction energy of oxygen and hydrogen is converted into electricalenergy to generate driving force. In the present process, since thermalenergy is generated by the chemical reaction in the fuel cell,effectively removing the generated heat is essential in securingperformance of the fuel cell.

Furthermore, even in the hybrid vehicle, a motor is driven by use of theelectricity supplied from the fuel cell or an electric battery togetherwith an engine that operates by general fuel to generate the drivingforce, and as a result, the performance of the motor may be secured onlyby effectively removing the heat generated from the fuel cell or thebattery and the motor.

As a result, in the hybrid vehicle or the electric vehicle generally, abattery cooling system needs to be separately formed with a separatesealing circuit together with a cooler and the heat pump system toprevent the heat generation in the motor and electrical components, andthe battery including the fuel cell.

Accordingly, the size and weight of a cooling module mounted in thefront of the vehicle increase and a layout of connection pipes thatsupply the refrigerant and the coolant to the heat pump system, thecooler, and the battery cooling system is complicated in an enginecompartment.

Furthermore, the battery cooling system which heats or cools the batteryaccording to a status of the vehicle for the battery to show optimalperformance is separately provided, and as a result, multiple valves forconnection with the respective connection pipes are adopted and noiseand vibration due to frequent opening/closing operations of the valvesare transferred to the interior of the vehicle to degrade ride comfort.

The information included in this Background of the Invention section isonly for enhancement of understanding of the general background of theinvention and may not be taken as an acknowledgement or any form ofsuggestion that this information forms the prior art already known to aperson skilled in the art.

BRIEF SUMMARY

Various aspects of the present invention are directed to providing aheat pump system for a vehicle which heats or cools a battery module byuse of one chiller in which a coolant and a refrigerant exchange heat,facilitating simplification of a system.

The present invention, in various aspects, has also been made in aneffort to provide a heat pump system for a vehicle which selectivelyutilizes outside air heat and waste heat of a motor, an electricalcomponent, and a battery module in a heating mode of the vehicle,enhancing heating efficiency.

Various aspects of the present invention are directed to providing aheat pump system for a vehicle, which may include: a first coolingdevice including a first radiator and a first water pump connectedthrough a first coolant line and configured of circulating a coolant inthe first coolant line to cool at least one electrical component and atleast one motor mounted on the first coolant line; a second coolingdevice including a second radiator and a second water pump connectedthrough a second coolant line and configured of circulating the coolantin the second coolant line; a battery module provided on a batterycoolant line selectively connectable to the second coolant line througha first valve mounted on the battery coolant line; and a chillerprovided on the battery coolant line and through which the coolantpasses, connected to a refrigerant line of an air-conditioning devicethrough a refrigerant connection line, and configured of making thecoolant which selectively flows exchange heat with a refrigerantsupplied from the air-conditioning device to control a temperature ofthe coolant, wherein a main heat exchanger provided in theair-conditioning device is connected to each of the first and secondcoolant lines so that the coolant circulated in the first and secondcooling devices passes through the first and second cooling devices,respectively, the refrigerant passing through the main heat exchangerprimarily exchanges heat with the coolant supplied through the firstcoolant line and secondarily exchanges heat with the coolant suppliedthrough the second coolant line, and the refrigerant discharged from themain heat exchanger is selectively supplied to the accumulator mountedon the refrigerant line, or the chiller, or an evaporator provided inthe air-conditioning device through a third valve that operatesaccording to modes of the vehicle.

The air-conditioning device may include: an HVAC module connected to therefrigerant line and having an opening/closing door configured forcontrolling outside air passing through the evaporator to selectivelyflow into an internal condenser according to cooling, heating, anddehumidifying modes of the vehicle; a compressor connected to therefrigerant line between the evaporator and the internal condenser; afirst expansion valve provided on the refrigerant line connecting themain heat exchanger and the evaporator; a second expansion valveprovided on the refrigerant connection line; a first bypass lineconnecting the main heat exchanger and the accumulator through the thirdvalve so that the refrigerant passing through the main heat exchangerpasses through the accumulator and selectively flows into the compressorthrough the refrigerant line; a third expansion valve provided on therefrigerant line between the internal condenser and the main heatexchanger; and a second bypass line connecting the refrigerant linebetween the main heat exchanger and the third expansion valve and therefrigerant line between the first expansion valve and the evaporator sothat the refrigerant passing through the internal condenser selectivelyflows into the evaporator.

A sub-condenser may be provided on the refrigerant line between the mainheat exchanger and the evaporator.

When the main heat exchanger condenses the refrigerant, thesub-condenser may additionally condense the refrigerant condensed by themain heat exchanger through heat exchange with the outside air.

The second expansion valve may be operated when the battery module iscooled by the refrigerant, and may expand the refrigerant which flowsthrough the refrigerant connection line and make the expandedrefrigerant to flow into the chiller.

The third expansion valve may selectively expand the refrigerant whichflows into the main heat exchanger and the second bypass line in theheating and dehumidifying modes of the vehicle.

The first valve selectively may connect the second coolant line and thebattery coolant line between the second radiator and the chiller, afirst branch line connected to the first coolant line between the firstradiator and the first water pump through a second valve provided on thefirst coolant line between the first radiator and the first water pumpmay be provided in the first cooling device, a second branch lineconnecting the chiller and the battery module through the first valvemay be provided on the battery coolant line, a third branch lineseparating the battery coolant line and the second coolant line may beprovided on the second coolant line, and a fourth valve may be providedon the second bypass line.

When the battery module is cooled by use of the coolant cooled by thesecond radiator, the first valve may connect the second coolant line andthe battery coolant line and close the second branch lines, and thesecond valve may close the first branch line.

When the battery module is cooled in the cooling mode of the vehicle, inthe first cooling device, the first branch line may be closed throughthe operation of the second valve and the coolant cooled by the firstradiator is circulated to the electrical component and the motor throughthe operation of the first water pump, the second branch line may beopened through the operation of the first valve, the third branch lineis opened, and connection between the second coolant line and thebattery coolant line is closed by the opened second and third branchlines, and in the air-conditioning device, the refrigerant may becirculated along the refrigerant line while the first and second bypasslines are closed through the operations of the third and fourth valvesand the second expansion valve is operated so that the expandedrefrigerant flows into the chiller through the refrigerant connectionline, and the third expansion valve may make the refrigerant pass to themain heat exchanger.

In the first cooling device, the coolant cooled by the first radiatormay be supplied to the main heat exchanger through the operation of thefirst water pump, in the second cooling device, the opened third branchline may be connected to the second coolant line to form an independentclosed circuit and the coolant cooled by the second radiator is suppliedto the main heat exchanger through the operation of the second waterpump, and the main heat exchanger may condense the refrigerant throughheat exchange with the coolant.

When outside air heat is recovered in the heating mode of the vehicle,in the second cooling device, the coolant may be circulated to thesecond coolant line through an operation of the second water pump, thesecond branch line may be closed through the operation of the firstvalve, the third branch line is closed, and the second coolant line andthe battery coolant line are connected by the closed second and thirdbranch lines, the coolant passing through the second radiator may besupplied to the main heat exchanger through the operation of the secondwater pump, and in the air-conditioning device, the refrigerant lineconnecting the main heat exchanger and the evaporator and therefrigerant connection line may be closed through the operations of thefirst and second expansion valves, the refrigerant line connected to theevaporator may be closed through the operation of the third valve, andthe first bypass line is opened through the operation of the thirdvalve, the second bypass line may be closed through the operation of thefourth valve, and the third expansion valve may expand the refrigerantpassing through the internal condenser and supplies the expandedrefrigerant to the main heat exchanger.

When the heat of the outside air and the waste heat of the electricalcomponent and the motor are recovered in the heating mode of thevehicle, in the first cooling device, the coolant may be circulated tothe electrical component through the operation of the first water pump,while the first branch line may be opened through the operation of thesecond valve, the first coolant line connecting the electricalcomponent, the motor, and the first radiator is closed, and in thesecond cooling device, the coolant may be circulated to the secondcoolant line through an operation of the second water pump, the secondbranch line may be closed through the operation of the first valve, thethird branch line is opened, and connection between the second coolantline and the battery coolant line is closed by the opened third branchline, while in the air-conditioning device, the refrigerant lineconnecting the main heat exchanger and the evaporator and therefrigerant connection line may be closed through the operations of thefirst and second expansion valves, the first bypass line may be openedthrough the operation of the third valve, the second bypass line may beclosed through the operation of the fourth valve, and the thirdexpansion valve may expand the refrigerant and supplies the expandedrefrigerant to the main heat exchanger.

When the waste heat of the electrical component and the motor isrecovered in the heating mode of the vehicle, in the first coolingdevice, the coolant may be circulated to the electrical componentthrough the operation of the first water pump, while the first branchline may be opened through the operation of the second valve, the firstcoolant line connecting the electrical component, the motor, and thefirst radiator is closed, and in the second cooling device, theoperation of the second water pump may stop, the operation of the thirdwater pump may stop, and the second branch line may be closed throughthe operation of the first valve and the third branch line is closed,while in the air-conditioning device, the refrigerant line connectingthe main heat exchanger and the evaporator may be closed through theoperation of the first expansion valve, the first bypass line may beopened through the operation of the third valve, the second bypass linemay be closed through the operation of the fourth valve, and the thirdexpansion valve may expand the refrigerant and supplies the expandedrefrigerant to the main heat exchanger.

When the waste heat of the battery module is recovered during chargingin the heating mode of the vehicle, in the first cooling device, thecoolant may be circulated to the electrical component through theoperation of the first water pump, while the first branch line may beopened through the operation of the second valve, the first coolant lineconnecting the electrical component, the motor, and the first radiatoris closed, in the second cooling device, the operation of the secondwater pump may stop, the operation of the third water pump may stop, andthe second branch line may be closed through the operation of the firstvalve and the third branch line is closed, while in the air-conditioningdevice, the refrigerant line connecting the main heat exchanger and theevaporator may be closed through the operation of the first expansionvalve, the first bypass line may be opened through the operation of thethird valve, the second bypass line may be closed through the operationof the fourth valve, and the third expansion valve may expand therefrigerant and supplies the expanded refrigerant to the main heatexchanger.

The third valve may supply the refrigerant to the accumulator throughthe opened first bypass line such that the gaseous refrigerant in therefrigerant supplied to the accumulator is supplied to the compressor,and the third valve may open the refrigerant line connected to therefrigerant connection line so that the refrigerant is supplied to thechiller.

In the heating and dehumidifying mode of the vehicle, in the firstcooling device, the coolant may be circulated to the electricalcomponent through the operation of the first water pump, while the firstbranch line may be opened through the operation of the second valve, thefirst coolant line connecting the electrical component, the motor, andthe first radiator may be closed, each of the operations of the secondwater pump and the third water pumps may stop, and in theair-conditioning device, the refrigerant line connecting the main heatexchanger and the evaporator and the refrigerant connection line may beclosed through the operations of the first and second expansion valves,the first bypass line may be opened through the operation of the thirdvalve, the second bypass line may be opened through the operation of thefourth valve, and the third expansion valve may expand the refrigerantand supplies each of the main heat exchanger and the evaporator throughthe second bypass line.

The second and third expansion valves may be electronic expansion valvesthat selectively expand the refrigerant while controlling the flow ofthe refrigerant.

The main heat exchanger may include a first heat dissipation unitconnected to the first coolant line, a second heat dissipation unitconnected to the second coolant line, and a partition partitioning theinside of the condenser into the first heat dissipation unit and thesecond heat dissipation unit to prevent the coolants supplied from thefirst and second cooling devices, respectively, from being mixed andallowing the refrigerant to pass therethrough.

The main heat exchanger may condense or evaporate the refrigerantaccording to the modes of the vehicle.

The accumulator may be mounted on the refrigerant line between thecompressor and the evaporator.

As described above, according to an exemplary embodiment of the presentinvention, by a heat pump system for a vehicle, a battery module isheated or cooled according to a mode of the vehicle by use of onechiller in which a coolant and a refrigerant exchange heat in anelectric vehicle, facilitating simplification of a system.

Furthermore, according to an exemplary embodiment of the presentinvention, the battery module is efficiently heated or cooled accordingto the modes of the vehicle, facilitating optimal performance of thebattery module and increasing an overall driving distance of a vehiclethrough efficient battery module management.

Furthermore, according to an exemplary embodiment of the presentinvention, heat of outside air, and waste heat of a motor, an electricalcomponent, and a battery module is selectively used in a heating mode ofthe vehicle, enhancing heating efficiency.

Furthermore, according to an exemplary embodiment of the presentinvention, condensation or evaporation performance of the refrigerant isincreased through a main heat exchanger that dually condenses orevaporates the refrigerant by use of the coolant supplied from each offirst and second cooling devices, enhancing cooling performance andreducing power consumption of a compressor.

Furthermore, according to an exemplary embodiment of the presentinvention, manufacturing cost may be reduced and a weight may be reducedthrough simplification of an entire system, and spatial utilization maybe enhanced.

The methods and apparatuses of the present invention have other featuresand advantages which will be apparent from or are set forth in moredetail in the accompanying drawings, which are incorporated herein, andthe following Detailed Description, which together serve to explaincertain principles of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of a heat pump system for a vehicle accordingto an exemplary embodiment of the present invention.

FIG. 2 is an operation state view at the time of cooling a batterymodule using a coolant in the heat pump system for a vehicle accordingto an exemplary embodiment of the present invention.

FIG. 3 is an operation state view exemplarily illustrating cooling of anelectrical component and a battery module depending on a cooling mode inthe heat pump system for a vehicle according to an exemplary embodimentof the present invention.

FIG. 4 is an operation state view exemplarily illustrating recovery ofoutside air heat depending on a heating mode in the heat pump system fora vehicle according to an exemplary embodiment of the present invention.

FIG. 5 is an operation state view exemplarily illustrating recovery ofheat of the outside air and waste heat of a motor and an electricalcomponent depending on the heating mode in the heat pump system for avehicle according to an exemplary embodiment of the present invention.

FIG. 6 is an operation state view exemplarily illustrating recovery ofwaste heat of the motor and the electrical component depending on theheating mode in the heat pump system for a vehicle according to anexemplary embodiment of the present invention.

FIG. 7 is an operation state view exemplarily illustrating recovery ofwaste heat of a battery module at the time of charging the batterymodule depending on the heating mode in the heat pump system for avehicle according to an exemplary embodiment of the present invention.

FIG. 8 is an operation state view depending on the heating mode and adehumidifying mode in the heat pump system for a vehicle according to anexemplary embodiment of the present invention.

It may be understood that the appended drawings are not necessarily toscale, presenting a somewhat simplified representation of variousfeatures illustrative of the basic principles of the present invention.The specific design features of the present invention as includedherein, including, for example, specific dimensions, orientations,locations, and shapes will be determined in part by the particularlyintended application and use environment.

In the figures, reference numbers refer to the same or equivalentportions of the present invention throughout the several figures of thedrawing.

DETAILED DESCRIPTION

Reference will now be made in detail to various embodiments of thepresent invention(s), examples of which are illustrated in theaccompanying drawings and described below. While the presentinvention(s) will be described in conjunction with exemplary embodimentsof the present invention, it will be understood that the presentdescription is not intended to limit the present invention(s) to thoseexemplary embodiments. On the other hand, the present invention(s)is/are intended to cover not only the exemplary embodiments of thepresent invention, but also various alternatives, modifications,equivalents and other embodiments, which may be included within thespirit and scope of the present invention as defined by the appendedclaims.

An exemplary embodiment of the present invention will hereinafter bedescribed in detail with reference to the accompanying drawings.

Prior to this, configurations illustrated in the exemplary embodimentsand drawings included in the exemplary embodiment are only exemplaryembodiments and do not represent all of the technical spirit of thepresent invention, and thus it is to be understood that variousequivalents and modified examples, which may replace the configurations,are possible when filing the present application.

To clearly illustrate the present invention, parts not related to thedescription are omitted, and the same or similar components are denotedby the same reference numerals throughout the specification.

Since size and thickness of each component illustrated in the drawingsare arbitrarily represented for convenience in explanation, the presentinvention is not limited to the illustrated size and thickness of eachcomponent, and the thickness is enlarged and illustrated to clearlyexpress various parts and areas.

Throughout the specification, unless explicitly described to thecontrary, the word “comprise” and variations such as “comprises” or“comprising” will be understood to imply the inclusion of statedelements but not the exclusion of any other elements.

Furthermore, the terms “unit”, “means”, “part”, and “member”, which aredescribed in the specification, mean a unit of a comprehensiveconfiguration that performs at least one function or operation.

FIG. 1 is a block diagram of a heat pump system for a vehicle accordingto an exemplary embodiment of the present invention.

A heat pump system for a vehicle according to an exemplary embodiment ofthe present invention may heat or cool a battery module 30 by use of onechiller 70 in which a refrigerant and a coolant exchange heat andenhance heating efficiency by use of waste heat of a motor 16, anelectrical component 15, and the battery module 30.

Here, in the heat pump system, a first cooling device 10 for cooling theelectrical component 15 and the motor 16, a second cooling device 20 forcooling the battery module 30, and an air conditioning device 50 whichis for cooling or heating an interior may interlock with each other inthe electric vehicle.

That is, referring to FIG. 1, the heat pump system may include the firstand second cooling devices 10 and 20, the battery module 30, and thechiller 70.

First, the first cooling device 10 may include a first radiator 12 and afirst water pump 14 connected through a first coolant line 11. The firstcooling device 10 circulates a coolant to the first coolant line 11 byoperating the first water pump 14 to cool the electrical component 15and the motor 16.

The first radiator 12 is mounted in the front of the vehicle, and acooling fan 13 is provided behind the first radiator to cool the coolantthrough the operation of the cooling fan 13 and heat exchange withoutside air.

Here, the electrical component 15 may include a power control device, aninverter 15 a, or an on board charger (OBC) 15 b. The power controldevice and the inverter 15 a may dissipate heat while driving, and theOBC 15 b may dissipate heat when the battery module 30 is charged.

The electrical component 15 and the motor 16 may be mounted on the firstcoolant line 11 in series.

Furthermore, a first reservoir tank 19 is provided on the first coolantline 11 between the first radiator 12 and the first water pump 14. Thecoolant cooled by the first radiator 12 may be stored in the firstreservoir tank 19.

The first cooling device 10 configured as such circulates the coolantcooled by the first radiator 12 along the first coolant line 11 byoperating the first water pump 14 to cool the electrical component 15and the motor 16 to not be overheated.

In the exemplary embodiment of the present invention, the second coolingdevice 20 includes a second radiator 22 and a second water pump 26connected through a second coolant line 21, and circulates the coolantto the second coolant line 21.

The second cooling device 20 may selectively supply the coolant cooledby the second radiator 22 to the battery module 30.

The second radiator 22 is mounted in front of the first radiator 12 andcools the coolant through the operation of the cooling fan 13 and heatexchange with the outside air.

Furthermore, a second reservoir tank 27 is provided on the secondcoolant line 21 between the second radiator 22 and the second water pump26. The coolant cooled by the second radiator 22 may be stored in thesecond reservoir tank 27.

The second cooling device 20 configured as such may circulate thecoolant cooled by the second radiator 22 along the second coolant line21 by operating the second water pump 26.

In the exemplary embodiment of the present invention, the battery module30 is provided on a battery coolant line 31 selectively connectable tothe second coolant line 21 through a valve V1.

Here, the valve V1 may selectively connect the second coolant line 21and the battery coolant line 31 between the second radiator 22 and thebattery module 30.

The first valve V1 selectively connects the second coolant line 21 andthe battery coolant line 31 between the chiller 70 and the secondradiator 22 provided to the battery coolant line 31.

Here, the battery module 30 is formed as a water-cooled type in whichelectric power is supplied to the electrical component 15 and the motor16, which are cooled by the coolant flowing along the battery coolantline 31.

That is, the battery module 30 is selectively connectable to the secondcooling device 20 through the battery coolant line 31 according to theoperation of the valve V1. Furthermore, in the battery module 30, thecoolant may be circulated through the operation of a third water pump 33provided on the battery coolant line 31.

The third water pump 33 is provided on the battery coolant line 31between the chiller 70 and the battery module 30. The third water pump33 operates to circulate the coolant through the battery coolant line31.

Here, the first, second, and third water pumps 14, 26, and 33 may beelectric water pumps.

Meanwhile, the first cooling device 10 may include a first branch line18 connected to the first coolant line 11 between the first radiator 12and the first water pump 14 through a second valve V2 on the firstcoolant line 11 between the first radiator 12 and the first water pump14.

The second valve V2 is provided on the first coolant line 11 between theelectrical component 15, the motor 16, and the first radiator 12.

One end portion of the first branch line 18 is connected to the firstcoolant line 11 through the second valve V2, and the other end portionof the first branch line 18 may be connected to the first coolant line11 between the first radiator 12 and the first water pump 14.

When the temperature of the coolant is raised by absorbing the wasteheat generated from the electrical component 15 and the motor 16, thefirst branch line 18 is selectively opened through the operation of thesecond valve V2. In the instant case, the first coolant line 11connected to the first radiator 12 is closed through the operation ofthe second valve V2.

In the exemplary embodiment of the present invention, the chiller 70 isprovided on the battery coolant line 31 and the coolant passes throughthe inside of the chiller 70, and the chiller 70 is connected to arefrigerant line 51 of the air-conditioning device 50 through arefrigerant connection line 72.

The chiller 70 makes the coolant selectively flowing into the chiller 60exchange heat with the refrigerant supplied from the air-conditioningdevice 50 to control a temperature of the coolant. Here, the chiller 70may be a water-cooled type of heat exchanger in which coolant flows intothe chiller.

A heater 35 may be provided on the battery coolant line 31 between thebattery module 30 and the chiller 70.

When the temperature of the battery module 30 is required to be raised,the heater 35 is turned on to heat the coolant circulated in the batterycoolant line 31 so that the coolant of which temperature is raised ismade to flow into the battery module 30.

The heater 35 may be an electric heater that operates according tosupply of electric power.

Furthermore, a second branch line 80 may be provided on the batterycoolant line 31, which connects each battery coolant line 31 between thechiller 70 and the battery module 30 through the valve V1.

Furthermore, a third branch line 90 is provided on the second coolantline 21, which separates the battery coolant line 31 and the secondcoolant line 21 from each other.

The third branch line 90 may be selectively connectable to the secondcoolant line 21 so that the second cooling device 20 forms anindependent closed circuit through the second coolant line 21.

Meanwhile, a separate valve may be provided at a point where the thirdbranch line 90 intersects the second coolant line 21 and the batterycoolant line 31 or on the third branch line 90. Such a valve may be a3-way or a 2-way valve.

As a result, the valve V1 selectively connects the second coolant line21 and the battery coolant line 31 or selectively connects the batterycoolant line 31 and the second branch line 80 to control the flow of thecoolant.

That is, when the battery module 30 is cooled using the coolant cooledby the second radiator 22, the valve V1 may connect the second coolantline 21 connected to the second radiator 22 and the battery coolant line31 and close the second branch line 80.

As such, the coolant cooled by the second radiator 22 may cool thebattery module 30 while flowing along the second coolant line 11 and thebattery coolant line 31 connected through the operation of the firstvalve V1.

Furthermore, when the battery module 30 is cooled by use of the coolantwhich exchanges heat with the refrigerant, the valve V1 may open thesecond branch line 80 and close the connection between the secondcoolant line 21 and the battery coolant line 31.

Accordingly, low-temperature coolant that has exchanged heat with therefrigerant in the chiller 70 flows into the battery module 30 throughthe second branch line 80 opened by the valve V1, efficiently coolingthe battery module 30.

On the other hand, when the battery module 30 is heated, the coolantcirculated along the battery coolant line 31 is prevented from flowinginto the second radiator 22 through the operation of the valve V1 tomake the coolant heated through the operation of the heater 35 flow intothe battery module 30, rapidly heating the battery module 30.

Meanwhile, in the exemplary embodiment of the present invention, it isdescribed that the valve is not configured in the third branch line 90as an exemplary embodiment of the present invention, but the presentinvention is not limited thereto and the valve is applicable asnecessary for selective opening of the third branch line 90.

That is, the third branch line 90 may control a flow rate of the coolantcirculated through the operations of the second coolant line 21, thebattery coolant line 31, and the second branch line 80 selectivelyconnectable according to each mode (heating, cooling, or dehumidifying)of the vehicle and the second and third water pumps 26 and 33,controlling opening and closing of the third branch line 90.

Meanwhile, in the exemplary embodiment of the present invention, theair-conditioning device 50 includes a Heating, Ventilation, and AirConditioning (HVAC) module 52, a main heat exchanger 54, an accumulator55, a first expansion valve 57, an evaporator 58, and a compressor 59connected through the refrigerant line 51.

First, the HVAC module 52 has therein an opening/closing door 52 cconnected through the refrigerant line 51 and controlling the outsideair passing through the evaporator 58 to selectively flow into aninternal condenser 52 a and an internal heater 52 b according to theheating, cooling, and heating/humidifying modes of the vehicle.

That is, the opening/closing door 52 c is opened so that the outside airpassing through the evaporator 58 flows into the internal condenser 52 aand the internal heater 52 b in the heating mode of the vehicle. On theother hand, in the cooling mode of the vehicle, the opening/closing door52 c closes the internal condenser 52 a and the internal heater 52 b sothat the outside air which is cooled while passing through theevaporator 58 directly flows to the inside of the vehicle.

The main heat exchanger 54 is connected to the refrigerant line 51 sothat the refrigerant passes through the refrigerant line 51 and the mainheat exchanger 54 is connected to each of the first and second coolantlines 11 and 21 so that the coolant circulated in each of the first andsecond cooling devices 10 and 20 passes through the main heat exchanger54.

The main heat exchanger 54 may condense or evaporate the refrigerantthrough heat exchange with the coolant supplied through the first andsecond coolant lines 11 and 21 according to the modes of the vehicle.That is, the main heat exchanger 54 may be a water-cooled type of heatexchanger in which the coolant flows to the inside of the main heatexchanger 54.

Here, the main heat exchanger 54 may include a first heat dissipationunit 54 a, a second heat dissipation unit 54 b, and a partition 54 c.

First, the first heat dissipation unit 54 a is connected to the firstcoolant line 11. As a result, the first heat dissipation unit 54 a maymake the refrigerant supplied from the compressor 59 to primarilyexchange heat with the coolant supplied from the first cooling device10.

The second heat dissipation unit 54 b is connected to the second coolantline 21. As a result, the second heat dissipation unit 54 b may make therefrigerant passing through the first heat dissipation unit 54 a tosecondarily exchange heat with the coolant supplied from the secondcooling device 20.

Furthermore, the partition 54 c may partition the inside of the mainheat exchanger 54 into the first heat dissipation unit 54 a and thesecond heat dissipation unit 54 b to prevent the coolant supplied fromeach of the first cooling device 10 and the second cooling device 20from being mixed. The partition 54 c may make the refrigerant pass sothat the refrigerant flows into the second heat dissipation unit 54 bfrom the first heat dissipation unit 54 a.

Therefore, the refrigerant that passes through the main heat exchanger54 may primarily exchange heat with the coolant supplied through thefirst coolant line 11 and secondarily exchange heat with the coolantsupplied through the second coolant line 21.

The main heat exchanger 54 configured as described above makes therefrigerant supplied from the compressor 59 through the internalcondenser 52 a primarily exchange heat with the coolant supplied fromthe first cooling device 10 in the first heat dissipation unit 54 a.

As such, the main heat exchanger 54 makes the refrigerant secondarilyexchange heat with the coolant supplied from the second cooling device20 in the second heat dissipation unit 54 b. Through such an operation,the main heat exchanger 54 may lower the temperature of the refrigerantand increase a condensation amount or an evaporation amount.

In the exemplary embodiment of the present invention, the accumulator 55is selectively supplied with the refrigerant discharged from the mainheat exchanger 54 through a third valve V3 operates according to themodes of the vehicle.

The accumulator 55 supplies only a gaseous refrigerant to the compressor59 to improve efficiency and durability of the compressor 59.

Meanwhile, a sub-condenser 56 for additionally condensing therefrigerant passing through the main heat exchanger 54 may be providedon the refrigerant line 51 between the main heat exchanger 54 and theevaporator 58.

The refrigerant passing through the main heat exchanger 54 mayselectively inflow in the sub-condenser 56 according to the operation ofthe third valve V3.

That is, the sub-condenser 56 is mounted in front of the second radiator22, and exchanges heat between the refrigerant flowing into thesub-condenser 56 and the outside air.

Accordingly, when the main heat exchanger 54 condenses the refrigerant,the sub-condenser 56 further condenses the refrigerant condensed by themain heat exchanger 54 to increase sub-cooling of the refrigerant, andas a result, a coefficient of performance (COP) which is a coefficientof cooling performance to power required by the compressor may beenhanced.

In the exemplary embodiment of the present invention, the firstexpansion valve 57 is provided on the refrigerant line 51 connecting thesub-condenser 56 and the evaporator 58. The first expansion valve 57receives and expands the refrigerant passing through the sub-condenser56. The first expansion valve 57 may be a mechanical expansion valve.

The compressor 59 is connected between the evaporator 58 and the mainheat exchanger 54 through the refrigerant line 51. The compressor 59 maycompress the gaseous refrigerant and supply the compressed refrigerantto the internal condenser 52 a.

The air-conditioning device 50 configured as such may further include asecond expansion valve 74, a first bypass line 62, a third expansionvalve 66, and a second bypass line 64.

First, the second expansion valve 74 is provided on the refrigerantconnection line 72 between the sub-condenser 56 and the chiller 70.

Here, the second expansion valve 74 is operated when the battery module30 is cooled by the refrigerant in the cooling mode of the vehicle. Thesecond expansion valve 74 may expand the refrigerant flowing through therefrigerant connection line 72 and make the expanded refrigerant flowinto the chiller 70.

That is, the second expansion valve 74 expands the condensed refrigerantdischarged from the sub-condenser 56 and makes the expanded refrigerantflow into the chiller 70 in a state where the refrigerant is lowered intemperature, further lowering a water temperature of the coolant passingthrough the inside the chiller 70.

Accordingly, the coolant having the lowered water temperature flows intothe battery module 30 while passing through the chiller 70, so that thebattery module 30 may be cooled more efficiently.

In the exemplary embodiment of the present invention, the first bypassline 62 connects the main heat exchanger 54 and the accumulator 55through the third valve V3 so that the refrigerant passing through themain heat exchanger 54 passes through the accumulator 55 and selectivelyflows into the compressor 59.

That is, the third valve V3 may selectively open the first bypass line62 according to the modes of the vehicle.

Here, the accumulator 55 may supply the gaseous refrigerant to thecompressor 59, among the refrigerant supplied through the first bypassline 62 opened through the operation of the third valve V3.

In the exemplary embodiment of the present invention, the thirdexpansion valve 66 is provided on the refrigerant line 51 between theinternal condenser 52 a and the main heat exchanger 54.

The third expansion valve 66 may selectively expand the refrigerantwhich flows into the main heat exchanger 54 and the second bypass line64 in the heating and dehumidifying modes of the vehicle.

Furthermore, the second bypass line 64 may connect the refrigerant line51 between the main heat exchanger 54 and the third expansion valve 66and the refrigerant line 51 between the first expansion valve 57 and theevaporator 58 so that some refrigerants of the refrigerants passingthrough the internal condenser 52 a selectively flows into theevaporator 58.

Here, a fourth valve V4 may be provided on the second bypass line 64.The fourth valve V4 may selectively open the second bypass line 64according to the modes of the vehicle.

That is, the second expansion valve 74 and the third expansion valve 66may be electronic expansion valves that selectively expand therefrigerant while controlling the flow of the refrigerant.

Furthermore, the first, second, and third valves V1, V2, and V3 may bethree-way valves configured for distributing the flow, and the fourthvalve V4 may be 2-way valves.

Hereinafter, the operation and action of the heat pump system for avehicle according to the exemplary embodiment of the present inventionconfigured as such will be described in detail with reference to FIG. 2,FIG. 3, FIG. 4, FIG. 5, FIG. 6, FIG. 7, and FIG. 8.

First, an operation when the battery module is cooled using the coolantin the heat pump system for a vehicle according to the exemplaryembodiment of the present invention will be described with reference toFIG. 2.

FIG. 2 is an operation state view at the time of cooling a batterymodule using a coolant in the heat pump system for a vehicle accordingto an exemplary embodiment of the present invention.

Referring to FIG. 2, in the first cooling device 10, the first waterpump 14 is operated to cool the electrical component 15 and the motor16. Accordingly, the coolant cooled by the first radiator 12 iscirculated in the electrical component 15 and the motor 16.

Here, the second valve V2 may close the first branch line 18.

In the second cooling device 20, the second water pump 26 is operated tocool the battery module 30.

In the instant case, the valve V1 connects the second coolant line 21and the battery coolant line 31 so that the coolant cooled by the secondradiator 22 is supplied to the battery module 30.

At the same time, the second branch line 80 is closed through theoperation of the valve V1. Furthermore, the third branch line 90 isclosed. Accordingly, the second coolant line 21 and the battery coolantline 31 are connected by the closed second and third branch lines 80 and90.

That is, the second coolant line 21 and the battery coolant line 31 areconnected to each other by a selective operation of the valve V1, andmay form one closed circuit in which the coolant is circulated.

As a result, the coolant cooled by the second radiator 22 may becirculated along the second coolant line 21 and the battery coolant line31 through the operations of the second water pump 26 and the thirdwater pump 33.

That is, the cooled coolant discharged from the second radiator 22 flowsinto the battery module 30 through the battery coolant line 31 and coolsthe battery module 30.

The coolant that cools the battery module 30 passes through the heater35 and the chiller 70 of which operation is turned off along the batterycoolant line 31, and then flows into the second radiator again throughthe second coolant line 21.

That is, since a low-temperature coolant cooled by the second radiator22 cools only the battery module 30, the battery module 30 may beefficiently cooled.

Meanwhile, the air-conditioning device 50 does not operate because thecooling mode of the vehicle does not operate.

When the electrical component 15, the motor 16, and the battery module30 are cooled according to the cooling mode of the vehicle, theoperation will be described with reference to FIG. 3.

FIG. 3 is an operation state view exemplarily illustrating cooling of anelectrical component and a battery module depending on a cooling mode inthe heat pump system for a vehicle according to an exemplary embodimentof the present invention.

Referring to FIG. 3, in the first cooling device 10, the first waterpump 14 is operated to cool the electrical component 15, the motor 16,and the main heat exchanger 54. Accordingly, the coolant cooled by thefirst radiator 12 is circulated in the electrical component 15, themotor 16, and the main heat exchanger 54.

Here, the second valve V2 may close the first branch line 18.

That is, in the first cooling device 10, the coolant cooled by the firstradiator 12 may be supplied to the main heat exchanger 54 through theoperation of the first water pump 14.

In the second cooling device 20, the second water pump 26 is operated tosupply the coolant to the main heat exchanger 54.

Meanwhile, the second branch line 80 is opened through the operation ofthe first valve V1. Furthermore, the third branch line 90 is opened.

Accordingly, connection of the second coolant line 21 with the batterycoolant line 31 is closed through the opened second and third branchlines 80 and 90 and the first valve V1.

That is, in the second cooling device 20, the opened third branch line90 is connected to the second coolant line 21 to independently form aclosed circuit in which the coolant is circulated.

Furthermore, the battery coolant line 31 may form a closed circuit inwhich the coolant is circulated independently through the opened secondbranch line 80.

Accordingly, the coolant cooled by the second radiator 22 is circulatedalong the second coolant line 21 and the third branch line 90 to coolthe main heat exchanger 54 through the operation of the second waterpump 26.

Components of the air-conditioning device 50 are operated to cool theinterior of the vehicle, and the refrigerant is thus circulated alongthe refrigerant line 51.

Here, the first and second bypass lines 62 and 64 are closed through theoperations of the third and fourth valves V3 and V4.

As a result, the main heat exchanger 54 condenses the refrigerant by useof the coolant which flows along the first and second coolant lines 11and 21.

That is, the coolant supplied to the main heat exchanger 54 through thefirst coolant line 11 primarily condenses the refrigerant passingthrough the first heat dissipation unit 54 a of the main heat exchanger54. The coolant supplied to the main heat exchanger 54 through thesecond coolant line 21 may secondarily condense the refrigerant passingthrough the second heat dissipation unit 54 b of the main heat exchanger54.

As a result, the main heat exchanger 54 may increase the condensationamount of the refrigerant.

The refrigerant passing through the main heat exchanger 54 is flowed inthe sub-condenser 56 according to the refrigerant line 51 opened throughthe operation of the third valve V3. The refrigerant flowed in thesub-condenser 56 may be condensed through heat exchange with the outsideair.

Meanwhile, the coolant passing through the chiller 70 is circulatedalong the battery coolant line 31 and the second branch line 80 to coolthe battery module 30 through the operation of the third water pump 33.

The coolant circulated along the battery coolant line 31 is cooledthrough heat exchange with the refrigerant supplied to the chiller 70.The coolant cooled by the chiller 70 is supplied to the battery module30. As a result, the battery module 30 is cooled by the cooled coolant.

Here, the second expansion valve 74 expands some refrigerants amongrefrigerants passing through the sub-condenser 56, and opens therefrigerant connection line 72 to supply the expanded refrigerant to thechiller 70.

Furthermore, the third expansion valve 66 may make the refrigerant flowinto the main heat exchanger 54 without expanding the refrigerant.

Therefore, some refrigerants discharged from the sub-condenser 56 areexpanded through the operation of the second expansion valve 74 to entera low-temperature state and flow into the chiller 70 connected to therefrigerant connection line 72.

After that, the refrigerant flowed into the chiller 70 undergoes heattransfer with the coolant, and is flowed into the compressor 59 throughthe refrigerant connection line 72.

The coolant of which temperature is raised while cooling the batterymodule 30 is cooled through heat exchange with a low-temperature andlow-pressure refrigerant inside the chiller 70. The cooled coolant issupplied to the battery module 30 again through the battery coolant line31.

That is, the coolant may efficiently cool the battery module 30 whilerepeatedly performing the operations described above.

Meanwhile, the remaining refrigerant discharged from the sub-condenser56 flows through the refrigerant line 51 to cool the interior of thevehicle, and passes through the first expansion valve 57, the evaporator58, the accumulator 55, the compressor 59, the internal condenser 52 a,the main heat exchanger 54, and the sub-condenser 56 in sequence.

Here, the outside air flowing into the HVAC module 52 is cooled whilepassing through the evaporator 58 by the low-temperature refrigerantwhich flows into the evaporator 58.

In the instant case, the opening/closing door 52 c closes a portionwhere the cooled outside air passes through the internal condenser 52 ato prevent the cooled outside air from passing through the internalcondenser 52 a and the internal heater 52 b. Therefore, the cooledoutside air flows directly to the inside of the vehicle, cooling theinterior of the vehicle.

Meanwhile, a refrigerant having an increased condensation amount whilesequentially passing through the main heat exchanger 54 and thesub-condenser 56 is expanded and supplied to the evaporator 58, so thatthe refrigerant may be evaporated at a lower temperature.

That is, in the exemplary embodiment of the present invention, the firstand second heat dissipation units 54 a and 54 b of the main heatexchanger 54 primarily and secondarily condense the refrigerant and thesub-condenser 56 additionally condenses the refrigerant, and as aresult, sub-cooling of the refrigerant becomes advantageous.

Furthermore, as the refrigerant of which sub-cooling is performed isevaporated in the evaporator 58 at a lower temperature, and thetemperature of the coolant which exchanges heat in the evaporator 58 maybe further lowered, enhancing cooling performance and efficiency.

That is, the refrigerant cools the coolant through heat exchange whilepassing through the chiller 70 while cooling the internal in the coolingmode of the vehicle while repeatedly performing the aforementionedprocess.

The coolant cooled by the chiller 70 flows along the battery coolantline 31 connected through the operation of the first valve V1, and flowsinto the battery module 30. As a result, the battery module 30 may beefficiently cooled by the low-temperature coolant supplied to thebattery coolant line 31.

In the exemplary embodiment of the present invention, for when theoutside air heat is recovered in the heating mode of the vehicle, theoperation will be described with reference to FIG. 4.

FIG. 4 is an operation state view exemplarily illustrating recovery ofoutside air heat depending on a heating mode in the heat pump system fora vehicle according to an exemplary embodiment of the present invention.

Referring to FIG. 4, the heat pump system may absorb the outside airheat in an initial start idle state of the vehicle, in which the wasteheat of the electrical component 15, the motor 16, and the batterymodule 30 is insufficient.

First, in the first cooling device 10, the first water pump 14 isoperated. Here, the second valve V2 closes the first branch line 18.

That is, in the first cooling device 10, the coolant passing through thefirst radiator 12 may be supplied to the electrical component 15, themotor 16, and the main heat exchanger 54 through the operation of thefirst water pump 14.

In the second cooling device 20, the second water pump 26 is operated tosupply the coolant to the main heat exchanger 54.

In the instant case, the first valve V1 connects the second coolant line21 and the battery coolant line 31 so that the coolant passing throughthe second radiator 22 is supplied to the battery module 30.

At the same time, the second branch line 80 is closed through theoperation of the valve V1. Furthermore, the third branch line 90 isclosed. Accordingly, the second coolant line 21 and the battery coolantline 31 are connected by the closed second and third branch lines 80 and90.

That is, the second coolant line 21 and the battery coolant line 31 areconnected to each other by selective operation of the first valve V1,and may form one closed circuit in which the coolant is circulated.

As such, the coolant passing through the second radiator 22 may becirculated along the second coolant line 21 and the battery coolant line31 through the operations of the second water pump 26 and the thirdwater pump 33.

Accordingly, the coolants passing through the first and second coolantlines 11 and 21 respectively absorb the outside air heat while passingthrough the first and second radiators 12 and 22, and as a result, thetemperatures of the coolants are raised. The coolants having the raisedtemperature are supplied to the main heat exchanger 54.

Meanwhile, components of the air-conditioning device 50 are operated toheat the interior of the vehicle and the refrigerant is thus circulatedalong the refrigerant line 51.

Here, the refrigerant line 51 connecting the main heat exchanger 54 andthe evaporator 58 and the refrigerant connection line 72 connected tothe chiller 70 are closed by operations of the first and secondexpansion valves 57 and 74.

Furthermore, the first bypass line 62 is opened through the operation ofthe third valve V3, and the second bypass line 64 is closed through theoperation of the fourth valve V4.

Here, the third valve V3 closes the refrigerant line 51 connects themain heat exchanger 54 and sub-condenser 56.

Furthermore, the third expansion valve 66 may make the refrigerant flowinto the main heat exchanger 54 without expanding the refrigerant.

As a result, the main heat exchanger 54 condenses the refrigerant by useof the coolant which flows along each of the first and second coolantlines 11 and 21 and has the raised temperature due to the recoveredoutside air heat.

That is, the coolant supplied to the main heat exchanger 54 through thefirst coolant line 11 primarily condenses the refrigerant passingthrough the first heat dissipation unit 54 a of the main heat exchanger54. The coolant supplied to the condenser 54 through the second coolantline 21 secondarily condenses the refrigerant passing through the secondheat dissipation unit 54 b of the main heat exchanger 54.

As a result, the main heat exchanger 54 may increase the evaporationamount of the refrigerant.

As such, the refrigerant passing through the main heat exchanger 54 issupplied to the accumulator 55 according to the opened first bypass line62.

The refrigerant supplied to the accumulator 55 is separated into gas andliquid. Among the refrigerants separated into the gas and the liquid,the gaseous refrigerant is supplied to the compressor 59.

A refrigerant which is compressed in a high-temperature high-pressurestate from the compressor 59 flows into the internal condenser 52 a.

Here, the opening/closing door 52 c is opened so that the outside airwhich flows into the HVAC module 52 and passes through the evaporator 58passes through the internal condenser 52 a.

As a result, the outside air which flows from the outside flows in aroom temperature state in which the outside air is not cooled whenpassing through the evaporator 58 to which the refrigerant is notsupplied. The flowing outside air is changed to a high-temperature statewhile passing through the internal condenser 52 a and flows into theinterior of the vehicle by passing through the internal heater 52 bwhich is selectively operated, and as a result, heating of the interiorof the vehicle may be implemented.

That is, when heating is required in the initial start idle state of thevehicle, the heat pump system according to the exemplary embodimentabsorbs the outside air heat and utilizes the absorbed outside air heatfor raising the temperature of the refrigerant to reduce the powerconsumption of the compressor 59 and enhance heating efficiency.

In the exemplary embodiment of the present invention, an operation for acase where the outside air heat and the waste heat of the electricalcomponent 15 and the motor 16 is recovered in the heating mode of thevehicle will be described with reference to FIG. 5.

FIG. 5 is an operation state view exemplarily illustrating recovery ofheat of the outside air and waste heat of a motor and an electricalcomponent depending on the heating mode in the heat pump system for avehicle according to an exemplary embodiment of the present invention.

Referring to FIG. 5, the heat pump system may absorb the outside airheat in initial driving of the vehicle, in which the waste heat of theelectrical component 15 and the motor 16 is insufficient.

First, the first cooling device 10 circulates the coolant to theelectrical component 15 and the motor 16 11 by operating the first waterpump 14. Here, the second valve V2 opens the first branch line 18 andcloses the first coolant line 11 connecting the electrical component 15,the motor 16, and the first radiator 12.

As a result, the coolant passing through the electrical component 15 andthe motor 16 is continuously circulated along the first coolant line 11without passing through the first radiator 12 and absorbs the waste heatfrom the electrical component 15 and the motor 16, and thus has theraised temperature.

The coolant having the raised temperature may be supplied to the mainheat exchanger 54.

That is, the waste heat generated from the electrical component 15 andthe motor 16 raises the temperature of the coolant circulated in thefirst coolant line 11.

In the second cooling device 20, the second water pump 26 is operated tosupply the coolant to the main heat exchanger 54.

Here, the second branch line 80 is closed through the operation of thefirst valve V1. At the same time, the third branch line 90 is opened.

Accordingly, connection of the second coolant line 21 with the batterycoolant line 31 is closed through the closed second branch line 80 andthe opened third branch line 90.

That is, in the second cooling device 20, the opened third branch line90 is connected to the second coolant line 21 to form a closed circuitin which the coolant is independently circulated.

Meanwhile, the coolant is not circulated in the battery coolant line 31by the third water pump 33 of which operation stops.

As a result, the coolant passing through the second radiator 22 may becirculated along the second coolant line 21 and the third branch line 90through the operation of the second water pump 26.

Here, the coolant passing through each second coolant line 21 absorbsthe outside air heat while passing through the second radiator 22, andthus has the raised temperature. The coolant having the raisedtemperature is supplied to the main heat exchanger 54.

That is, in the first and second cooling devices 10 and 20, the coolanthaving the raised temperature is recovered while raising the temperatureof the refrigerant discharged from the main heat exchanger 54 whilepassing the main heat exchanger 54, through the operations of the firstand second water pumps 14 and 26.

Meanwhile, components of the air-conditioning device 50 are operated toheat the interior of the vehicle and the refrigerant is thus circulatedalong the refrigerant line 51.

Here, the refrigerant line 51 connecting the main heat exchanger 54 andthe evaporator 58 and the refrigerant connection line 72 connected tothe chiller 70 are closed by the operations of the first and secondexpansion valves 57 and 74.

Furthermore, the first bypass line 62 is opened through the operation ofthe third valve V3, and the second bypass line 64 is closed through theoperation of the fourth valve V4.

Here, the third valve V3 closes the refrigerant line 51 connects themain heat exchanger 54 and sub-condenser 56.

Furthermore, the third expansion valve 66 may make the refrigerant flowinto the main heat exchanger 54 without expanding the refrigerant.

As a result, the main heat exchanger 54 evaporates the refrigerant byuse of the coolant which flows along each of the first and secondcoolant lines 11 and 21 and has the raised temperature while recoveringthe waste heat of the electrical component 15 and the motor 16 and theoutside air heat.

That is, the coolant supplied to the main heat exchanger 54 through thefirst coolant line 11 primarily condenses the refrigerant passingthrough the first heat dissipation unit 54 a of the main heat exchanger54. The coolant supplied to the condenser 54 through the second coolantline 21 secondarily condenses the refrigerant passing through the secondheat dissipation unit 54 b of the main heat exchanger 54.

As a result, the main heat exchanger 54 may increase the evaporationamount of the refrigerant.

As such, the refrigerant passing through the main heat exchanger 54 issupplied to the accumulator 55 according to the opened first bypass line62.

The refrigerant supplied to the accumulator 55 is separated into gas andliquid. Among the refrigerants separated into the gas and the liquid,the gaseous refrigerant is supplied to the compressor 59.

A refrigerant which is compressed in a high-temperature high-pressurestate from the compressor 59 flows into the internal condenser 52 a.

Here, the opening/closing door 52 c is opened so that the outside airwhich flows into the HVAC module 52 and passes through the evaporator 58passes through the internal condenser 52 a.

As a result, the outside air which flows from the outside flows in aroom temperature state in which the outside air is not cooled whenpassing through the evaporator 58 to which the refrigerant is notsupplied. The flowing outside air is changed to a high-temperature statewhile passing through the internal condenser 52 a and flows into theinterior of the vehicle by passing through the internal heater 52 bwhich is selectively operated, and as a result, heating of the interiorof the vehicle may be implemented.

That is, when heating is required during initial driving in which thewaste heat of the electrical component 15 and the motor 16 isinsufficient, the heat pump system according to the exemplary embodimentabsorbs the outside air heat together with the waste heat of theelectrical component 15 and the motor 16 and utilizes the absorbedoutside air heat and waste heat for raising the temperature of therefrigerant to reduce the power consumption of the compressor 59 andenhance the heating efficiency.

In the exemplary embodiment of the present invention, an operation for acase where the waste heat of the electrical component 15 and the motor16 is recovered in the heating mode of the vehicle will be describedwith reference to FIG. 6.

FIG. 6 is an operation state view exemplarily illustrating recovery ofwaste heat of the motor and the electrical component depending on theheating mode in the heat pump system for a vehicle according to anexemplary embodiment of the present invention.

Referring to FIG. 6, when the waste heat of the electrical component 15and the motor 16 is sufficient, the heat pump system may absorb thewaste heat of the electrical component 15 and the motor 16 and use therecovered waste heat for heating the interior.

First, the first cooling device 10 circulates the coolant to theelectrical component 15 and the motor 16 by operating the first waterpump 14. Here, the second valve V2 opens the first branch line 18 andcloses the first coolant line 11 connecting the electrical component 15,the motor 16, and the first radiator 12.

As a result, the coolant passing through the electrical component 15 andthe motor 16 is continuously circulated along the first coolant line 11without passing through the first radiator 12, and absorbs the wasteheat from the electrical component 15 and the motor 16 and thus has theraised temperature.

The coolant having the raised temperature may be supplied to the mainheat exchanger 54.

That is, the waste heat generated from the electrical component 15 andthe motor 16 raises the temperature of the coolant circulated in thefirst coolant line 11.

In the second cooling device 20, as the operation of the second waterpump 26 stops, circulation of the coolant stops. Furthermore, thecoolant is not circulated in the battery coolant line 31 by the thirdwater pump 33 of which operation stops.

That is, in the first cooling device 10, the coolant having the raisedtemperature is recovered while raising the temperature of therefrigerant discharged from the main heat exchanger 54 while passing themain heat exchanger 54 through the operation of the first water pump 14.

Meanwhile, components of the air-conditioning device 50 are operated toheat the interior of the vehicle, and the refrigerant is thus circulatedalong the refrigerant line 51.

Here, the refrigerant line 51 connecting the main heat exchanger 54 andthe evaporator 58 and the refrigerant connection line 72 connected tothe chiller 70 are closed by the operations of the first and secondexpansion valves 57 and 74.

Furthermore, the first bypass line 62 is opened through the operation ofthe third valve V3 and the second bypass line 64 is closed through theoperation of the fourth valve V4.

Here, the third valve V3 closes the refrigerant line 51 connects themain heat exchanger 54 and sub-condenser 56.

Furthermore, the third expansion valve 66 may make the refrigerant flowinto the main heat exchanger 54 without expanding the refrigerant.

As a result, the main heat exchanger 54 evaporates the refrigerant byuse of the coolant which flows along the first coolant line 11 and hasthe raised temperature while recovering the waste heat of the electricalcomponent 15 and the motor 16.

That is, the coolant supplied to the main heat exchanger 54 through thefirst coolant line 11 evaporates the refrigerant passing through thefirst heat dissipation unit 54 a of the main heat exchanger 54.

Meanwhile, the second heat dissipation unit 54 b does not secondarilyevaporate the refrigerant as the supply of the coolant through thesecond coolant line 21 stops.

However, as the coolant which flows into the first dissipation unit 54 aflows into the high-temperature state by sufficiently absorbing thewaste heat from the motor 15 and the electrical component 16, the mainheat exchanger 54 may increase the evaporation amount.

As such, the refrigerant passing through the main heat exchanger 54 issupplied to the accumulator 55 according to the opened first bypass line62.

The refrigerant supplied to the accumulator 55 is separated into gas andliquid. Among the refrigerants separated into the gas and the liquid,the gaseous refrigerant is supplied to the compressor 59.

The refrigerant which is compressed in the high-temperaturehigh-pressure state from the compressor 59 flows into the internalcondenser 52 a.

Here, the opening/closing door 52 c is opened so that the outside airwhich flows into the HVAC module 52 and passes through the evaporator 58passes through the internal condenser 52 a.

As a result, the outside air which flows from the outside thereof flowsinto a room temperature state in which the outside air is not cooledwhen passing through the evaporator 58 to which the refrigerant is notsupplied. The flowing outside air is changed to a high-temperature statewhile passing through the internal condenser 52 a and flows into theinterior of the vehicle by passing through the internal heater 52 bwhich is selectively operated, and as a result, heating of the interiorof the vehicle may be implemented.

That is, when heating is required in the state where the waste heat ofthe electrical component 15 and the motor 16 is insufficient, the heatpump system according to the exemplary embodiment absorbs the waste heatof the electrical component 15 and the motor 16 and utilizes theabsorbed waste heat for raising the temperature of the refrigerant toreduce the power consumption of the compressor 59 and enhance theheating efficiency.

In the exemplary embodiment of the present invention, an operation for acase where the waste heat of the electrical component 15 and the batterymodule 30 is recovered in the heating mode while the battery module 30is charged will be described with reference to FIG. 7.

FIG. 7 is an operation state view exemplarily illustrating recovery ofwaste heat of a battery module at the time of charging the batterymodule depending on the heating mode in the heat pump system for avehicle according to an exemplary embodiment of the present invention.

Referring to FIG. 7, the heat pump system may recover the waste heat ofthe on board charger 15 b and the battery module 30 and use therecovered waste heat for heating the internal at the time of chargingthe vehicle.

First, the first cooling device 10 circulates the coolant to theelectrical component 15 and the motor 16 by operating the first waterpump 14. In the instant case, the on board charger 15 b operates, andthe inverter 15 a and the motor 16 stop. As a result, the waste heatfrom the on board charger 15 b may be absorbed.

Here, the second valve V2 opens the first branch line 18 and closes thefirst coolant line 11 connecting the electrical component 15, the motor16, and the first radiator 12.

As a result, the coolant passing through the electrical component 15 andthe motor 16 is continuously circulated along the first coolant line 11without passing through the first radiator 12 and absorbs the waste heatfrom the on board charger 15 b and thus has the raised temperature.

The coolant having the raised temperature may be supplied to the mainheat exchanger 54.

That is, the waste heat generated from the on board charger 15 b raisesthe temperature of the coolant circulated in the first coolant line 11.

In the second cooling device 20, as the operation of the second waterpump 26 stops, circulation of the coolant stops.

The second branch line 80 is opened through the operation of the firstvalve V1 and the third branch line 90 is closed.

As a result, the battery coolant line 31 connected to the battery module30 may form a closed circuit in which the coolant is circulatedindependently through the opened second branch line 80.

As such, the coolant may be circulated to the chiller 70 and the batterymodule 30 along the battery coolant line 31 and the second branch line80 through the operation of the third water pump 33.

That is, in the first cooling device 10, the coolant having the raisedtemperature is recovered while raising the temperature of therefrigerant discharged from the main heat exchanger 54 while passing themain heat exchanger 54 through the operation of the first water pump 14.

Furthermore, the coolant circulated along the battery coolant line 31and the second branch line 80 absorbs the waste heat generated from thebattery module 30 and thus has the raised temperature during charging.

Meanwhile, components of the air-conditioning device 50 are operated toheat the interior of the vehicle and the refrigerant is thus circulatedalong the refrigerant line 51.

Here, the refrigerant line 51 connecting the main heat exchanger 54 andthe evaporator 58 is closed as the operation of the first expansionvalve 57 stops.

Furthermore, the refrigerant connection line 72 is opened through theoperation of the second expansion valve 74.

Here, the second expansion valve 74 may expand the refrigerant andsupply the expanded refrigerant to the chiller 70.

Furthermore, the first bypass line 62 is opened through the operation ofthe third valve V3 and the second bypass line 64 is closed through theoperation of the fourth valve V4.

Here, the third valve V3 opens the refrigerant line 51 connects the mainheat exchanger 54 and sub-condenser 56.

Furthermore, the third expansion valve 66 may make the refrigerant flowinto the main heat exchanger 54 without expanding the refrigerant.

As a result, the main heat exchanger 54 evaporates the refrigerant byuse of the coolant which flows along the first coolant line 11 and hasthe raised temperature while recovering the waste heat of the on boardcharger 15 b.

That is, the coolant supplied to the main heat exchanger 54 through thefirst coolant line 11 evaporates the refrigerant passing through thefirst heat dissipation unit 54 a of the main heat exchanger 54.

Meanwhile, the second heat dissipation unit 54 b does not secondarilyevaporate the refrigerant as the supply of the coolant through thesecond coolant line 21 stops.

As such, the refrigerant passing through the main heat exchanger 54 issupplied to the accumulator 55 according to the opened first bypass line62.

The refrigerant supplied to the accumulator 55 is separated into gas andliquid. Among the refrigerants separated into the gas and the liquid,the gaseous refrigerant is supplied to the compressor 59.

At the same time, the third valve V3 may supply some refrigerants of therefrigerants discharged from the main heat exchanger 54 to thesub-condenser 56. Here, the since the vehicle stops or is parked forcharging, the refrigerant supplied to the sub-condenser 56 may passwithout heat exchange with the outside air.

The refrigerant passing through the sub-condenser 56 may be expandedwhile passing through the second expansion valve 76 and may flow intothe chiller 70 through the refrigerant connection line 72.

That is, the third valve V3 may supply the refrigerant to theaccumulator 55 through the opened first bypass line 62 such that thegaseous refrigerant in the refrigerant supplied to the accumulator 55 issupplied to the compressor 59.

Furthermore, the third valve V3 may open the refrigerant line 51connected to the refrigerant connection line 72 so that the refrigerantis supplied to the chiller 70.

The refrigerant which flows into the chiller 70 is evaporated throughheat exchange with the high-temperature coolant which flows into thechiller 70, and is then supplied to the compressor 59 via theaccumulator 55.

That is, the refrigerant evaporated in the main heat exchanger 54 andthe refrigerant evaporated in the chiller 70 may flow into thecompressor 59.

As such, the refrigerant which is compressed in the high-temperaturehigh-pressure state from the compressor 59 flows into the internalcondenser 52 a.

Here, the opening/closing door 52 c is opened so that the outside airwhich flows into the HVAC module 52 and passes through the evaporator 58passes through the internal condenser 52 a.

As a result, the outside air which flows from the outside flows in aroom temperature state in which the outside air is not cooled whenpassing through the evaporator 58 to which the refrigerant is notsupplied. The flowing outside air is changed to the high-temperaturestate while passing through the internal condenser 52 a and flows intothe interior of the vehicle by passing through the internal heater 52 bwhich is selectively operated, and as a result, heating the interior ofthe vehicle may be implemented.

That is, when heating is required at the time of charging the batterymodule 30, the heat pump system according to the exemplary embodimentabsorbs the waste heat of the oncharger 15 b and the battery module 30and utilizes the absorbed waste heat for raising the temperature of therefrigerant to reduce the power consumption of the compressor 58 andenhance the heating efficiency.

In the exemplary embodiment of the present invention, an operation for acase where the waste heat of the electrical component 15 and the motor16 is recovered depending on the heating and dehumidifying modes of thevehicle will be described with reference to FIG. 8.

FIG. 8 is an operation state view depending on the heating mode and adehumidifying mode in the heat pump system for a vehicle according to anexemplary embodiment of the present invention.

Referring to FIG. 8, the heat pump system may recover the waste heat ofthe electrical component 15 and the motor 16 and use the recovered wasteheat for heating the internal in the heating and dehumidifying modes ofthe vehicle.

First, the first cooling device 10 circulates the coolant to theelectrical component 15 and the motor 16 by operating the first waterpump 14. Here, the second valve V2 opens the first branch line 18 andcloses the first coolant line 11 connecting the electrical component 15,the motor 16, and the first radiator 12.

As a result, the coolant passing through the electrical component 15 andthe motor 16 is continuously circulated along the first coolant line 11without passing through the first radiator 12, and absorbs the wasteheat from the electrical component 15 and the motor 16 and thus has theraised temperature.

The coolant having the raised temperature may be supplied to the mainheat exchanger 54.

That is, the waste heat generated from the electrical component 15 andthe motor 16 raises the temperature of the coolant circulated in thefirst coolant line 11.

In the second cooling device 20, as the operation of the second waterpump 26 stops, circulation of the coolant stops. Furthermore, thecoolant is not circulated in the battery coolant line 31 by the thirdwater pump 33 of which operation stops.

That is, in the first cooling device 10, the coolant having the raisedtemperature is recovered while raising the temperature of therefrigerant discharged from the main heat exchanger 54 while passing themain heat exchanger 54 through the operation of the first water pump 14.

Meanwhile, components of the air-conditioning device 50 are operated toheat the interior of the vehicle and the refrigerant is thus circulatedalong the refrigerant line 51.

Here, the refrigerant line 51 connecting the main heat exchanger 54 andthe evaporator 58 and the refrigerant connection line 72 connected tothe chiller 70 are closed by the operations of the first and secondexpansion valves 57 and 74.

Furthermore, the first bypass line 62 is opened through the operation ofthe third valve V3 and the second bypass line 64 is opened through theoperation of the fourth valve V4.

Here, the third valve V3 closes the refrigerant line 51 connects themain heat exchanger 54 and sub-condenser 56.

Furthermore, the third expansion valve 66 may expand the refrigerant andsupply the expanded refrigerant to each of the main heat exchanger 54and the evaporator 58 through the opened second bypass line 64.

As a result, the main heat exchanger 54 evaporates the refrigerant byuse of the coolant which flows along the first coolant line 11 and hasthe raised temperature while recovering the waste heat of the electricalcomponent 15 and the motor 16.

That is, the coolant supplied to the main heat exchanger 54 through thefirst coolant line 11 evaporates the refrigerant passing through thefirst heat dissipation unit 54 a of the main heat exchanger 54.

Meanwhile, the second heat dissipation unit 54 b does not secondarilyevaporate the refrigerant as the supply of the coolant through thesecond coolant line 21 stops.

However, as the coolant which flows into the first dissipation unit 54 aflows in the high-temperature state by sufficiently absorbing the wasteheat from the motor 15 and the electrical component 16, the main heatexchanger 54 may increase the evaporation amount.

As such, the refrigerant passing through the main heat exchanger 54 issupplied to the accumulator 55 according to the opened first bypass line62.

The refrigerant supplied to the accumulator 55 is separated into gas andliquid. Among the refrigerants separated into the gas and the liquid,the gaseous refrigerant is supplied to the compressor 59.

Meanwhile, the expanded refrigerant supplied to the evaporator 58through the second bypass line 64 heat-exchanges with the outside airpassing through the evaporator 58, and then is supplied to thecompressor 59 via the accumulator 55 along the refrigerant line 51.

That is, the refrigerant passing through the evaporator 58 may besupplied to the compressor 59 together with the refrigerant flowed intothe accumulator 55 through the first bypass line 64.

Furthermore, the refrigerant which is compressed in the high-temperaturehigh-pressure state from the compressor 59 flows into the internalcondenser 52 a.

Here, the opening/closing door 52 c is opened so that the outside airwhich flows into the HVAC module 52 and passes through the evaporator 58passes through the internal condenser 52 a.

That is, the outside air flowing into the HVAC module 52 is dehumidifiedwhile passing through the evaporator 58 by the low-temperaturerefrigerant which flows into the evaporator 58. As such, the flowingoutside air is changed to the high-temperature state while passingthrough the internal condenser 52 a and flows into the interior of thevehicle by passing through the internal heater 52 b which is selectivelyoperated, and as a result, the interior of the vehicle is heated anddehumidified.

That is, the heat pump system according to the exemplary embodimentutilizes the waste heat generated from the electrical component 15 andthe motor 16 for raising the temperature of the refrigerant in theheating and dehumidify mode of the vehicle to reduce the powerconsumption of the compressor 59 and enhance the heating efficiency.

Furthermore, of the refrigerant expanded through the operation of thethird expansion valve 66, some refrigerant flow into the evaporator 58through the second bypass line 64 to dehumidify the internal withoutoperating the first expansion valve 57.

Accordingly, as described above, when the heat pump system according tothe exemplary embodiment of the present invention is applied, thebattery module 30 is heated or cooled according to the modes of thevehicle by use of one chiller 70 in which the coolant and therefrigerant exchange heat in the electric vehicle, facilitatingsimplification of the system.

Furthermore, according to an exemplary embodiment of the presentinvention, the battery module is efficiently heated or cooled,facilitating optimal performance of the battery module 30 and increasingthe overall driving distance of the vehicle through efficient managementof the battery module 30.

Furthermore, according to an exemplary embodiment of the presentinvention, the heat of the outside air, and the waste heat of theelectrical component 15, the motor 16, and the battery module 30, areselectively used in the heating mode of the vehicle, enhancing theheating efficiency.

In an exemplary embodiment of the present invention, a controller isconnected to at least one of the elements of the heat pump system, tocontrol the operations thereof.

The controller may be at least one microprocessor operated by apredetermined program which may include a series of commands forcarrying out a method in accordance with various exemplary embodimentsof the present invention.

Furthermore, according to an exemplary embodiment of the presentinvention, condensation or evaporation performance of the refrigerant isincreased through the main heat exchanger 54 that dually condenses orevaporates the refrigerant by use of the coolant supplied from each offirst and second cooling devices 10 and 20, enhancing the coolingperformance and reducing power consumption of the compressor 59.

Furthermore, according to an exemplary embodiment of the presentinvention, manufacturing cost may be reduced, weight may be reduced, andspatial utilization may be enhanced through simplification of an entiresystem.

For convenience in explanation and accurate definition in the appendedclaims, the terms “upper”, “lower”, “inner”, “outer”, “up”, “down”,“upwards”, “downwards”, “front”, “rear”, “back”, “inside”, “outside”,“inwardly”, “outwardly”, “internal”, “external”, “inner”, “outer”,“forwards”, and “backwards” are used to describe features of theexemplary embodiments with reference to the positions of such featuresas displayed in the figures. It will be further understood that the term“connect” or its derivatives refer both to direct and indirectconnection.

The foregoing descriptions of specific exemplary embodiments of thepresent invention have been presented for purposes of illustration anddescription. They are not intended to be exhaustive or to limit thepresent invention to the precise forms disclosed, and obviously manymodifications and variations are possible in light of the aboveteachings. The exemplary embodiments were chosen and described toexplain certain principles of the present invention and their practicalapplication, to enable others skilled in the art to make and utilizevarious exemplary embodiments of the present invention, as well asvarious alternatives and modifications thereof. It is intended that thescope of the present invention be defined by the Claims appended heretoand their equivalents.

What is claimed is:
 1. A heat pump system for a vehicle, the heat pumpsystem comprising: a first cooling device including a first radiator anda first water pump connected through a first coolant line and configuredof circulating a coolant in the first coolant line to cool at least oneelectrical component and at least one motor mounted on the first coolantline; a second cooling device including a second radiator and a secondwater pump connected through a second coolant line and configured ofcirculating the coolant in the second coolant line; a battery modulemounted on a battery coolant line selectively connectable to the secondcoolant line through a first valve mounted on the battery coolant line;and a chiller mounted on the battery coolant line and through which thecoolant passes, connected to a refrigerant line of an air-conditioningdevice through a refrigerant connection line, and configured of makingthe coolant which selectively flows exchange heat with a refrigerantsupplied from the air-conditioning device to control a temperature ofthe coolant, wherein a heat exchanger mounted in the air-conditioningdevice is connected to each of the first and second coolant lines sothat the coolant circulated in the first and second cooling devicespasses through the first and second cooling devices, respectively,wherein the refrigerant passing through the heat exchanger exchangesheat with the coolant supplied through the first coolant line andexchanges heat with the coolant supplied through the second coolantline, and wherein the refrigerant discharged from the heat exchanger isselectively supplied to an accumulator mounted on the refrigerant line,or the chiller, or an evaporator mounted in the air-conditioning devicethrough a third valve that operates according to modes of the vehicle.2. The heat pump system of claim 1, wherein the modes of the vehicleinclude cooling, heating, and dehumidifying modes, and wherein theair-conditioning device includes: a HVAC module connected to therefrigerant line and having a door configured for controlling outsideair passing through the evaporator to selectively flow into a firstcondenser according to the cooling, heating, and dehumidifying modes ofthe vehicle; a compressor connected to the refrigerant line between theevaporator and the first condenser; a first expansion valve mounted onthe refrigerant line connecting the heat exchanger and the evaporator; asecond expansion valve mounted on the refrigerant connection line; afirst bypass line connecting the heat exchanger and the accumulatorthrough the third valve so that the refrigerant passing through the heatexchanger passes through the accumulator and selectively flows into thecompressor through the refrigerant line; a third expansion valve mountedon the refrigerant line between the first condenser and the heatexchanger; and a second bypass line connecting the refrigerant linebetween the heat exchanger and the third expansion valve and therefrigerant line between the first expansion valve and the evaporator sothat the refrigerant passing through the first condenser selectivelyflows into the evaporator.
 3. The heat pump system of claim 2, wherein asecond condenser is mounted on the refrigerant line between the heatexchanger and the evaporator.
 4. The heat pump system of claim 3,wherein the second condenser additionally condenses the refrigerantcondensed by the heat exchanger through heat exchange with the outsideair when the heat exchanger condenses the refrigerant.
 5. The heat pumpsystem of claim 2, wherein the second expansion valve is operated whenthe battery module is cooled by the refrigerant, and expands therefrigerant which flows through the refrigerant connection line andmakes the expanded refrigerant to flow into the chiller.
 6. The heatpump system of claim 2, wherein the third expansion valve selectivelyexpands the refrigerant which flows into the heat exchanger and thesecond bypass line in the heating and dehumidifying modes of thevehicle.
 7. The heat pump system of claim 2, wherein the first valve isconfigured to selectively connect the second coolant line and thebattery coolant line between the second radiator and the chiller,wherein a first branch line connected to the first coolant line betweenthe first radiator and the first water pump through a second valvemounted on the first coolant line between the first radiator and thefirst water pump is mounted in the first cooling device, wherein asecond branch line connecting the chiller and the battery module throughthe first valve is mounted on the battery coolant line, wherein a thirdbranch line separating the battery coolant line and the second coolantline is mounted on the second coolant line, and wherein a fourth valveis mounted on the second bypass line.
 8. The heat pump system of claim7, wherein when the battery module is cooled by use of the coolantcooled by the second radiator, the first valve is configured to connectthe second coolant line and the battery coolant line and to close thesecond branch line, and the second valve is configured to close thefirst branch line.
 9. The heat pump system of claim 7, wherein when thebattery module is cooled in the cooling mode of the vehicle, the firstbranch line is closed through operation of the second valve and thecoolant cooled by the first radiator is circulated to the at least oneelectrical component and the at least one motor through operation of thefirst water pump, the second branch line is opened through operation ofthe first valve, the third branch line is opened, and connection betweenthe second coolant line and the battery coolant line is closed by theopened second and third branch lines, and the refrigerant is circulatedalong the refrigerant line while the first and second bypass lines areclosed through operations of the third and fourth valves and the secondexpansion valve is operated so that the expanded refrigerant flows intothe chiller through the refrigerant connection line, and the thirdexpansion valve makes the refrigerant pass to the heat exchanger. 10.The heat pump system of claim 9, wherein the coolant cooled by the firstradiator is supplied to the heat exchanger through operation of thefirst water pump, the opened third branch line is connected to thesecond coolant line to form an independent closed circuit and thecoolant cooled by the second radiator is supplied to the heat exchangerthrough operation of the second water pump, and the heat exchangercondenses the refrigerant through heat exchange with the coolant. 11.The heat pump system of claim 7, wherein when outside air heat isrecovered in the heating mode of the vehicle, the coolant is circulatedto the second coolant line through operation of the second water pump,the second branch line is closed through operation of the first valve,the third branch line is closed, and the second coolant line and thebattery coolant line are connected by the closed second and third branchlines, the coolant passing through the second radiator is supplied tothe heat exchanger through operation of the second water pump, therefrigerant line connecting the heat exchanger and the evaporator andthe refrigerant connection line are closed through operations of thefirst and second expansion valves, the refrigerant line connected to theevaporator is closed through operation of the third valve, and the firstbypass line is opened through operation of the third valve, the secondbypass line is closed through operation of the fourth valve, and thethird expansion valve is configured to expand the refrigerant passingthrough the first condenser and supplies the expanded refrigerant to theheat exchanger.
 12. The heat pump system of claim 7, wherein when heatof the outside air and waste heat of the at least one electricalcomponent and the at least one motor are recovered in the heating modeof the vehicle, the coolant is circulated to the at least one electricalcomponent through operation of the first water pump, while the firstbranch line is opened through operation of the second valve, the firstcoolant line connecting the at least one electrical component, the atleast one motor, and the first radiator is closed, and the coolant iscirculated to the second coolant line through operation of the secondwater pump, the second branch line is closed through operation of thefirst valve, the third branch line is opened, and connection between thesecond coolant line and the battery coolant line is closed by the openedthird branch line, while the refrigerant line connecting the heatexchanger and the evaporator and the refrigerant connection line areclosed through operations of the first and second expansion valves, thefirst bypass line is opened through operation of the third valve, thesecond bypass line is closed through operation of the fourth valve, andthe third expansion valve is configured to expand the refrigerant andsupplies the expanded refrigerant to the heat exchanger.
 13. The heatpump system of claim 7, wherein when waste heat of the at least oneelectrical component and the at least one motor is recovered in theheating mode of the vehicle, the coolant is circulated to the at leastone electrical component through operation of the first water pump,while the first branch line is opened through operation of the secondvalve, the first coolant line connecting the at least one electricalcomponent, the at least one motor, and the first radiator is closed, andoperation of the second water pump stops, operation of the third waterpump stops, and the second branch line is closed through operation ofthe first valve and the third branch line is closed, while therefrigerant line connecting the heat exchanger and the evaporator isclosed through operation of the first expansion valve, the first bypassline is opened through operation of the third valve, the second bypassline is closed through operation of the fourth valve, and the thirdexpansion valve is configured to expand the refrigerant and supplies theexpanded refrigerant to the heat exchanger.
 14. The heat pump system ofclaim 7, wherein when waste heat of the battery module is recoveredduring charging in the heating mode of the vehicle, the coolant iscirculated to the at least one electrical component through operation ofthe first water pump, while the first branch line is opened throughoperation of the second valve, the first coolant line connecting the atleast one electrical component, the at least motor, and the firstradiator is closed, operation of the second water pump stops, the secondbranch line is opened through operation of the first valve and the thirdbranch line is closed, and the coolant is circulated to the chiller andthe battery module along the battery coolant line and the second branchline through operation of the third water pump, while operation of thefirst expansion valve stops and the second expansion valve operates sothat the expanded refrigerant flows into the chiller through therefrigerant connection line, the first bypass line is opened throughoperation of the third valve, the second bypass line is closed throughoperation of the fourth valve, and the third expansion valve isconfigured to expand the refrigerant and supplies the expandedrefrigerant to the heat exchanger.
 15. The heat pump system of claim 14,wherein the third valve is configured to supply the refrigerant to theaccumulator through the opened first bypass line such that gaseousrefrigerant in the refrigerant supplied to the accumulator is suppliedto the compressor, and wherein the third valve is configured to open therefrigerant line connected to the refrigerant connection line so thatthe refrigerant is supplied to the chiller.
 16. The heat pump system ofclaim 7, wherein in the heating and dehumidifying modes of the vehicle,the coolant is circulated to the at least one electrical componentthrough operation of the first water pump, while the first branch lineis opened through operation of the second valve, the first coolant lineconnecting the at least one electrical component, the at least onemotor, and the first radiator is closed, each of operations of thesecond water pump and the third water pumps stops, and the refrigerantline connecting the heat exchanger and the evaporator and therefrigerant connection line are closed through operations of the firstand second expansion valves, the first bypass line is opened throughoperation of the third valve, the second bypass line is opened throughoperation of the fourth valve, and the third expansion valve isconfigured to expand the refrigerant and supplies each of the heatexchanger and the evaporator through the second bypass line.
 17. Theheat pump system of claim 2, wherein the second and third expansionvalves are electronic expansion valves that selectively expand therefrigerant while controlling the flow of the refrigerant.
 18. The heatpump system of claim 1, wherein the heat exchanger includes: a firstheat dissipation unit connected to the first coolant line; a second heatdissipation unit connected to the second coolant line; and a partitionpartitioning the inside of the condenser into the first heat dissipationunit and the second heat dissipation unit to prevent the coolantssupplied from the first and second cooling devices, respectively, frombeing mixed and allowing the refrigerant to pass therethrough.
 19. Theheat pump system of claim 1, wherein the heat exchanger condenses orevaporates the refrigerant according to the modes of the vehicle. 20.The heat pump system of claim 2, wherein the accumulator is mounted onthe refrigerant line between the compressor and the evaporator.